Oiling system



Dec. 1 1925. 1,563,558

\ w. COBURN OILING SYSTEM Filed Nov. 2, 1922 2 Sheets-Sheet l 3kg 1 r1 53 saw Pfi

gwuenloc Zl/Flliam CobzzrnQ W. COBURN OILING SYSTEM Filed Nov. 2, 1922 2Sheets-Sheet 2 jlmse zlnucnhw willz'am Coburn WILLIAM COBURN, OI"

OILING Application filed November To all whom 2'25 may concern:

Be it known that I, l/VILinAM COBURN, a citizen of the United Eitates ofAmerica, and resident of the city of Seattle, in the county of King andState of Washington, have in vented certain new and useful Improvementsin Oiling Systems, of which the following is a specification.

My invention relates to an attachment for internal combustion engines inthe form of an oiler, which may be either the principal oil circulatingmedium or a device which is auxiliary to the main oil circulationsystem.

My invention is particularly useful, upon Ford automobiles, for the Fordengine depends for lubrication upon oil thrown centrifugally from arotating flywheel, this oil being carried by the circulating pipe, whichreceives it, to the timing gears positioned slightly in advance of thefirst crank dip in the engine pan. It often happens that thiscirculating pipe, which is wholly within the engine casing, becomesclogged and the first indication thereof is, perhaps, a burned out mainbearing. Further, the regular oiling system becomes ineffective when theengine and the car are tilted upward at the front end,,as when climbinga long hill, and oil is then not delivered to the first crank dip of theengine pan.

It is an object of my invention to remedy these defects; to provide anauxiliary oiling system which can be relied on to lubricate the engineindependently of the main oil circulating system, and which is easilyaccessible to determine if the oil is circulating properly; and onewhich will regulate the amount of oil fed to the forward end of theengine pan in accordance with the inclination of the ear-that is, whichwill increase the extra oil supply as the car is inclined upward.

and combinations thereof which are shown PATENT orrice.

SEATTLE, WASHINGTON.

SYSTEMI.

2, 1922. Serial No. 598,495.

in the accompanying drawings, described in the specification, andparticularly defined by the claims terminating the same.

In the accompanying drawings 1 have shown my invention "in the formwhich is now preferred by me.

F gure 1 is a perspective view of a Ford englne showing my oilerattached thereto.

F gure 2 is a partial elevation and partial section of the strainer andthe connection to the engine pan.

Figure 3 is a section through the flywheel caising, showing the mannerof taking off the o1 a Figure is a section through the valve andgravitycontrolled regulator therefor.

Flgure 5 is a plan View of a detail of the regulator.

In a Ford engine the oil is contained in the engine pan 10 at such alevel that when the engine is level it will rise to the proper depth inthe various crank dips, 11, 12 and 13. If, however, the engine is tiltedup at the front as when climbing the hill, the crank dip 11, under theforward or No. 1 cylinder, quickly becomes empty and no more oil canflow thereinto. At this time, and by the use of my device, an increasedflow of oil occurs through the auxiliary oiler to com pensate for thenormally decreased oil in the first crank dip 11. y

The flywheel 15 runs in oil contained within the casing 1 1, and at apoint at or near its top the casing 14 is bored and tapped to re ceive anipple 2. having a lip 21. which extends well into the casing 1 1, andwhich is positioned to receive oil centrifugally thrown from theflywheel 15. The engine pan 10 at a point slightly above and ahead ofthe first crank dip 11 is also bored and tapped to receive a nipple 3,to which, externally of the engine pan 10, is secured a trap 31 having aremovable cover 32 and containing a screen 33. A conduit 23 connects thenipple 2 and the trap 31. Obviously, the position of the trap 31 in theconduit 23 is unimportant, and it might well be placed at some otherpoint therein, but in order to secure the advantage of all possiblesources of pressure, I prefer that itbe positioned as described.

At some point in the conduit 23, preferably before it has inclineddownwardly to any great extent, and preferably adjacent the nipple 2, Iconnect a stand pipe 4. This is shown as connected to one branch of aT-fitting 24, the other branches of which are connected in the conduit23. The upper end the stand pipe may be suitably supported, as by abracket all which is secured to the engine 1. The upper end of the standpipe 4 is open.

Within the T-titting 24; is formed a valve seat 25, and a valve 5 ismovable therein to vary the effective area of the conduit. A stem 51.,preferably of heavy piano wire, extends upwardly from the valve 5through the stand pipe and at its upper end 52, above the stand pipe, itis threaded. To this end 52 is securec some suitable gravity-controlledmeans for regulating the oil flow in accordance with the inclination ofthe engine.

Such gravity-contro-lled means, as shown herein, comprise a leverpivoted at 61 to a bracket and having a downwardly extending arm orpendulum 62, with a weight 6 thereon, and having a laterally extendingarm 65 which is suitably connected to the valve stem 51. The end of thearm 65 is shown as bored at 6 5, and in this bore is pivoted an ear 6?.the latter being provided with an aperture which receives the end 52 ofthe valve stem. Adjusting nuts (38, 69 are threaded on the end 52 aboveand below the car 67. and by their adjustment may vary the normaleffective opening past the valve 5.

(lil thrown from the flywheel 15 has a certain momentum which is turnedinto a slight hydrostatic head in the standpipe 4t. The upper end of thestandpipe is always above the level of the nipple 2, and the oil thereinwill not overflow. The valve 5, when open, permits oil to rise above itin the standpipe, or to flow therefrom to the nipple 3. Thus the oilpressure on the nipple 3 is normally the sum of the head due to thedifference in level of itself and nipple 2, plus the head resulting fromthe oils centrifugal force. The standpipe 4: thus serves to conservethis head for use when required.

the engines front end is raised. the pendulum arm (32 swings backward,and the valve 5 is opened more. As the oil drains from the first crankdip 11, extra oil is supplied thcreinto through the conduit 23. As theengine tilts in the opposite direction, and the oil runs back into thedip 11, the pendulum arm 62 swings forward, and more nearly closes thevalve 5.

A new engine requires considerable oil, and the adjusting nuts 68 and 69would therefore be set to give a normal large opening of the valve 5, onthe level. As the engine wears, less oil can be supplied, hence thevalve opening must be normally less. By reason of the convenientlocation of these adjusting nuts, adjustment thereof is quickly andeasily accomplished, and is not liable to be deferred or forgotten.

The connection between the upper end of the valve stem 51 and the arm65, as described, permits the valve stem to pivot on the arm 65 readily,and its inherent flexibility throughout its length, permits it to takeup lateral motion, without a slotted connection.

ii liat l claim as my invention is:

l. A lubricating attachn'ient for automobile engines having rotatingoil-carrying members enclosed Within a casing, comprising an oilreceiver entering said casing, a conduit leading from said receiver to alower portion of the engine, a standpipe connected into said conduit, avalve at the foot of said standpipe controlling the rate of flow of oilthrough the conduit, a stem .hervi'or extending through the upper end ofthe standpipe, and gravity-eontrolled means for regulating the closingor opening of said valve in accordance with the inclination of theautomobile.

A lubricating attachment for automobile engines having rotatingoil-carrying members enclosed within a casing, comprising an oilreceiver penetrating said casing to receive oil centrifugally thrown bysaid oil-carrying members, a conduit leading from said oil receiverdownwardly to a lower portion of the engine, a valve in said conduitcontrolling the rate of flow of oil through the conduit, an externallyextend iug stem for said valve, and gravity-controlled means connectedto said stem, and operable as the engine is tilted forward to close thevalve, and as it is tilted rearward to open the valve.

3. A lubricating attachment for automobile engines having rota-tingoil-carrying members enclosed within a casing, comprising an oilreceiver penetrating the upper portion of said casing to receive oilcentrifugally thrown by said oil-carrying member, a conduit leading fromsaid oil receiver downwardly and forwardly to a lower portion of theengine, a valve in said conduit controlling the rate of flow of oiltherethrough, an external upwardly extending stein for said valve, alever having a downwardly extending weighted arm and a laterallyextending arm, and means connecting said laterally extending arm to theupper end of said stem, whereby said valve may be closed as the engineis tilted forwardly, and opened as it is tilted rearwardly.

4. A lubricating attachment for aut0m0- bile engines having rotatingoil-carrying members enclosed within a casing, comprising an oilreceiver penetrating the upper portion of said casing to receive oilcentrifugally thrown by said oil-carrying member, a conduit leading fromsaid oil receiver downwardly and forwardly to a lower portion of theengine, a valve in said conduit controlling the rate of flow of oiltherethrough, an external upwardly extending stem for said valve, alever having a downmesses wardly extending weighted arm and. a laterallyextending arm, an apertured ear pivotally secured in said laterallyextending arm, the upper end of said valve stem being threaded andreceived in the aperture 01 said ear, and adjusting nuts threaded uponsaid stem both above and below said ear to vary the normal ell'ectiveopening of said valve.

In a lubricating attachment for an automobile engine, for the purposespecified, in combination with an oil conduit connecting the forward andrear ends of the crank case chamber of said engine, and a valvecontrolling the flow of oil through said conduit, a gravity-controlledand pivoted arm extending longitudinally of the engine and substantiallyhorizontal, a flexible valve stem extending upward adjacent said arm, anear pivoted in said arm, and means for securing the upper end of saidvalve stem in said ear.

6. In a lubricating attachment for automobile engines, for the purposespecified, in combination with an oil conduit connecting the forwardand. rear ends of the crank case chamber of said engine, and a valve controlling the flow of oil through said conduit,

a gravity-controlled laterally extending arm pivoted to swing in a planeextending longitudinally of the engine, a flexible valve stem extendingupward adjacent said arm, an ear pivoted in said arm, the upper end ofsaid valve stem being threaded, and said car being apertured to receivesaid threaded end, and nuts threaded thereon above and below said ear toadjustably secure the valve stem in said ear.

7. In a lubricating attachment for automobile engines, for the purposespecified, in combination with an oil conduit connecting the forward andrear ends of the crank case chamber of said engine, and a valve controlling the flow of oil through said conduit, a stand-pipe connected insaid conduit and open at its upper end, a gravity-controlled laterallyextending arm pivoted to swing on a plane extending longitudinally ofthe engine, a flexible valve stem extending upward through saidstand-pipe adjacent said arm, an ear pivoted in said arm, and means forsecuring the upper end of said valve stem in said ear.

Signed at Seattle, King County, Washington, this'27th day of October,1922.

WILLIAM OOBURN.

